Railway safe-running device



Feb, 26 1924."

. A. R. ANGUS RAILWAY SAFE RUNNING DEVICE Filed Aug; 3, 1914 Patented Feb. 26, 1924.

UNIT-E. STA

ES PAT RAILWAY SAFE-RUNNING DEVICE. 7

Application filed August 3, 1914, Serial No. 854,895.

(GRANTED UNDER THE PROVISIONS OF THE ACTv MARCH 3, 1921, 41 STAT. L., 1313.)

To all 20 [mm it may concern Be it known that I, ARTHUR REGINALD ANGUS, a subject of the King of Great Britain, and residing at the Royal Automobile Club, London, S. V. 1, in the county of London, England, solicitor, have invented a certain new and useful invention entitled Improvements in or Relating to Railway Safe-Running Devices, of which the following is a specification.

This invention relates to train-controlling apparatus and comprises the variousfeatures defined in the claims appended hereto.

The invention is illustrated by the accompanying drawings which represent by way of example apparatus constructed and arranged in accordance therewith, Figs. 1 and 2 being respectively diagrammatic representations of track apparatus and train apparatus. 7

In the apparatus shown in Fig. 1, the running rails 45 on one side of the track are electrically continuous and the running rails 42 on the other side of the track are similarly electrically continuous except where they are divided by insulations to form sections. The apparatus shown in this figure is for controlling the passage of a train along section B; a conductor 168 is shown as extend ing all along that section and is employed, as will hereinafter be described, for the purpose of inducing current in apparatus on a train passing along section B. The armatures 167 of the track relays 168 and 174; respectively are adapted to effect contact with contacts 179 and 17 2 respectively when their respective magnets are not energized, and to make contact with contacts 166 and 175 respectively when their respective magnets are energized. To set the track apparatus to allow a train to travel along the section B' in the down direction the switch 176 is closed, switch 161 being open, and current flows from the generator 160 by way of switch 17 6, wire 178, resistance 11 to rail 42 thence through thecoils of relay 17l rail 45"wire 47 and back to the generator 160. This causes the armature of relay 17 4 to be moved so as to effect contact with contact 175 'and so closes the circuit of apparatus for producing a high frequency current as for example the primary windingof an induction I coil 17 8 and current flows from branch wire 17 7 byway of thetrembler or the like of the coil l78'to contact 175 armature of relay 17 4t rail 45 wire 47 and back to the generator 160. This causes currentof afrequency of cycles to pass through the secondary Winding of the induction coil 178 to'wire '168 thence to contacts 179 through armature 167 of-relay 163 to wire 171 and back to secondary of coil 178.

Current of afrequency of 00 cycles is thus supplied to the conductor 168 and if there is a train on the section B current of that. frequency is induced in the apparatus on the train as will be hereinafter described with reference to Fig. 2.

To set the track apparatus to allow a train to travel in the up direction switch 176 is opened and switch 161 is closed, and the op,- eration is similar to that described for the down journey, except that the electromagnet of relay 168 is energized instead of that of relay 174, and that alternating current of a frequency of y cycles instead of :0 cycles is passed through conductor 168 from the secondary of the induction coil 16 1 instead of from that of induction coil 178 so that-if there is a train on section B current of a frequency of y cycles is induced in the appa ratus on the train.

The apparatus on a train for enabling it to be given clearance when passing along 16 of the locomotive, a commutator switch" having arms 192 and 193 intended to be operated when therdirectionv of facing and of travelof the locomotive is reversed, an

electromagnet 18 controlling an armature-.19.

of a device tending const-antly'to produce a warning or stopping operation but adapted to be prevented from so doing by the force exerted upon the armature 19,;by the electromagnet 18, a generator 7 for energizing the electromagnet 18 whenconnected in circuit therewith, and electromagnets 4 and 4 arranged in parallel and connectedwith the coil 168 and adapted to be energized only by currents of frequencies of m and 11 cycles respectively. When a current of a frequency of w cycles, which is the frequency for the down journey, energizes the conductor 168 (Fig. 1) and the coil 168 is in inductive relation thereto, current of the same frequency flows from the coil 168 and energizes only the electromagnet P which consequently brings its armature 12 into contact with a contact 12, the course of the current being from the coil 168 by Way of a wire 3, the electromagnet 41A, and back to the coil 168*; so that consequently, if the apparatus on the train.is set for the down journey, as it is when the reversing lever 16 is in the position shown, in which the contact 15 is in contact with a contact 14:, current flows from the generator 7 by way of 'a wire 8, the armature 12 the contact 12, a wire 13, the arm 192 of the commutator switch, the contacts 14 and 15, a wire 17, the electromagnet 18, and back to the generator 7, thus energizing the electromagnet 18. vVhen a current of a frequency of 3/ cycles, which is the frequency for the up journey, energizes the conductor 168 (Fig. 1) and the coil 168 is in inductive relation thereto, current of the same frequency flows from the coil 168 and energizes only the electromagnet 1 which consequently brings its armature 21 into contact with a contact 21, the course of the current being from the coil 168 by way of the wire 3, the electromagnet 1 and back to the coil 168 consequently, if the apparatus on the train is set for the up journey, as it is when, the direction of facing of the locomotive being that corresponding to the setting of the lever 16 for the down journey in the position shown, the reversing lever 16 is in the position in which its contact 15 is in contact with a contact 23, current flows from the generator 7 by way of the wire 8, the armature 21', the contact 21, a wire 22, the arm 193, the contacts 23 and 15, the wire 17, the electromagnet 18, and back to the generator 7, thus energizing the electromagnet 18.

It will be seen that should the current in duced in the coil 168 have a frequency of 11 cycles with the reversing lever in the position shown, or a frequency of w cycles with the reversing lever in the other of the above mentioned positions, the direction of facing being the same in both cases, the circuit of the generator 7 and the electromagnet 18 would not be completed at all and the electromagnet 18 would therefore be de-energized and allow its armature 19 to bring about a warning or stopping operation.

)Vhen the direction of facing and of travel of the locomotive is reversed as by means of a turntable, triangle, loop, or the like, the reversing lever 16 is, of course, not operated;

in this case the driver should operate the commutator switch, and, by moving the arms 192 and 193 from the position shown into a position such that the arm 192 makes contact with the corresponding middle contact and the arm 193 makes contact with a contact 58, set the train apparatus for the up journey if the reversing lever 16 is in the position shown, or for the down journey if the reversing lever is in the other of its above mentioned positions, in the former case the electromagnet 49 being energized and the circuit of the generator 7 and the electromagnet 18 being completed at the contacts 21 and 14: in the case of the induction in the coil 168 of a current of a frequency of 3 cycles, and in the latter case the electromagnet LL be ing energized and the circuit of the generator 7 and the electromagnet 18 being' completed at the contacts 12 and 23 in the case of the induction in the coil 168 of a current of a frequency of w cycles.

By the term train I herein include (except where otherwise inconsistent therewith) the following railway vehicles :locom0- tive, carriage, car, truck, brake van, or the like rolling stock and the term train also includes a locomotive coupled to any suitable number of above railway vehicles.

It will be seen that thetrain-controlling apparatus hereinbefore described andillustrated by the accompanying drawings comprises a receiving portion (168*) carried by a train, an electro-responsive device 18 and 19) carried by the train and having its movable portion (19) adapted to occupy a lineclear or a danger position according to the condition as to energization of the electroresponsive device, a direction-corresponding" part (16) carried by the train and adapted to occupy in the case of a given facing of thellocoinotive of the train different positions in accordance with opposite direct-ions of running of the train, switching means on the track (161 and 176) adapted to be given clifferent positions according to the directions in which a train is to be allowed to run, means (164 and 178) on the track adapted to cause electric potential to occur differently in the receiving portion in correspondence with the different positions of the switching means (161 and 176) respectively, and means on the train adapted to cooperate with the direction-corresponding part (16) to enable the occurrence of electric potential in the receiving portion (168) as aforesaid to cause a condition as to energization of the electro-responsive device (18 and 19) corresponding to the line-clear position of the movable portion (19) but only in the case of correspondence between the occurrence of electric potential in the receiving portion and the position of the direction-corresponding part. t will further be seen that in the example the movable portion (19) is'adapted to occupy a line-clearposition when the electro-responsive device (18 and 19) 'is energized and a danger position when that electro-re'sponsive device is not energized and that-in the example the last mentioned means comprises a second electro-responsive device (4 12 and 4 21 onthe train whose movable portion (12 and 21 is adapted to assume twodifierent positions in accordance respectively with the different occurrences of electric potential caused as aforesaid and to co-operate with the directioncorresponding part in closing a circuit 10- cated on the train and'including a generator of electricity (7) andthe first electro-responsive device but only in the case of correspondence between the positions of the direction-corresponding part and the last mentioned movable portion (12 and 21*).

What I claim and desire to secure by Letters 5 Patent of the United States is 1. Electrical train-controlling apparatus comprising a receiving portion carried by a train, an electro-responsive device carried by said train and having its movable portion adapted to occupy a line-clear ora danger position according to the condition'as to energiz ation of said 'electro-responsive device, a direction-corresponding part carried by said train'andadapted to occupy inthe case of a gi ven facing of the locomotiveof'said traindiflerent positions in accordance with opposite directions of running of said train, switching means on the track adapted to be given different positions according to the directions in which a train is to be allowed to run, means on the track adapted to cause inductively electric potential to occur differently in saidreceiving portion in correspondence with said difi'erent positions of saidswitching means respectively, and means on saidtrain adapted to co-operate with said direction-corresponding part to enable the occurrence of electric potential in said receiving portion as aforesaid to cause a condition as to energization of said electro-responsive "device corresponding to the line-clear position of said receiving portion but only in the case of correspondence between the occurrence of electric potential in said movable portion and the position of said direction-corresponding part.

2. Electrical train-controlling apparatus comprising a receiving portion carried by' a train, an electro-responsive device carried by said train and having its movable portion; adapted to occupy a line-cle ar or a danger position according to the condition as to energization' of saidelectro-responsive device, a direction-corresponding part car-' ried by said train and adapted to occupy in thecase ota-given facing of the locomotive of said. traini di'fierent positions in accordance with opposite directions of" running of said train, switching means on the track adapted-to beg'iven different positions according to the directions 'in' which a-tra'in is to be allowed to run, means on the track adapted to cause the'occurrence in said receiving portion of a succession of electrical impulses at one-frequency and a succession of electrical impulses at another frequency in correspondence with said difi'erent positions of said switching means respectively, and means on "said train adapted to co-operate with said direction-corresponding part to enable the occurrence of a succession of electrical impulses in said receiving portion as aforesaid to cause a condition as to energization of said electro-re-' sponsive device corresponding to the line clear position of said movable portion but only 'in the case of correspondence between the frequency'of the succession of electrical impulses occurring in said receiving portion and 'thepositionof said direction-corresponding part. a g

3. Electrical train-controlling apparatus comprising a receiving portion carried by a train an electro-responsivedevice carried by said train and having its movable portion adapted to occupy 'a line-clear or a danger position according to the condition as to energization of said electro respon'sive device, a direction-corresp'onding part carried by said train and adapted to be caused in the case of a given facing of the locomotive of said train to assume difierentpositions by reversal of the-direction 'of'running of'said train, switching means on the trackadapted to be given different positions according to thedirections in which a train is to be-allowed to run,*means on the track adapted tocause the occurrence in said receiving portion of a succession of electrical impulses at one frequency and a succession of electrical impulses at another frequency in correspondence with said dif ferent positions of saidswitching means respectively, and means on said 'train adapted to co-operate with said directioncorresponding part to 'enable the occurrence of a succession of electrical impulses in said receiving portion as aforesaid to'cause a condition as to 'energization of said" elec tro-responsive device correspondir'ig 'tothe line-clear PQSltlOn of said movable portlon vbut only in the caseof correspondence between the frequency of the succession of electr cal impulses occurrlng 1n sa1d receiv1ng portion and the posit on 'of'sa ld directioncorres-pond-ing part.

4:. Electrical train-controlling apparatus comprising a receiving portion carnea'by alt'r-a'in a first electro-responsive device car.- ried' by said train and having its, movable portion adaptedto occupy a line-clear position when said electro-responsive device is energized a" dangerposition when said (ill electro-responsive device is not energized, a direction-corresponding part carried by said train and adapted to occupy in the case of a given facing of the locomotive of said train different positions in accordance with opposite directions of running of said train, switching means on the track adapted to be given different positions according to the directions in which a train is to be allowed to run, means on the track adapted to cause electric potential to occur differently in said receiving portion in correspondence with said different positions of said switching means respectively, a second electro-responsive device which is located on said train and whose movable portion is adapted to assume two different positions in accordance respectively with the different occurrences of electric potential caused as aforesaid in said receiving portion, and a circuit located on said train and including a generator of electricity and said first electro-responsive device and adapted to be closed by said direction-corresponding part and said movable portion of said second electro-responsive device but only in the case of correspondence between the positions of said direction-corresponding part and said movable portion of said second electro-responsive device.

5. Electrical train-controlling apparatus comprising a receiving portion carried by a train, a first electro-responsive device carried by said train and having its movable portion adapted to occupy a line-clear position when said electro-responsive device is energized and a danger position, in which it is adapted to produce non-electrically a danger indicating operation, a directioncorresponding part carried by said train and adapted to occupy in the case of a given facing of the locomotive of said train different positions in accordance with opposite directions of running of said train, switching means on the track adapted to be given different positions according to the directions in which a train is to be allowed to run, means on the track adapted to cause electric potential to occur differently in said receiving portion in correspondence with said different positions of said switching means respectively, a second electro-responsive device which is located on said train and whose movable portion is adapted to assume two different positions in accordance respectively with the different occurrences of electric potential caused as aforesaid in said receiving portion, and a circuit located on said train and including a generator of electricity and said first electro-responsive device and adapted to be closed by said direction-corresponding part and said movable portion of said second electro-responsive device but only in the case of correspondence between the positions of said direction cor responding part and said movable portion of said second electroresponsive device.

6. Electrical train-controlling apparatus comprising on a train an electro-responsive device whose movable portion is adapted to occupy a line-clear position when said electro-responsive device is energized and a danger position when said electro-responsive device is not energized, and on the track and in connection with a portion of said track a source of electricity, traffic-controlling electro-responsive .means connected to rails of said portion of track and adapted to be energized by electricity from said source and to be de-energized when disconnected from said source or when short-circuited therefrom as by conductively connected wheels of a railway vehicle, and switching means adapted to enable a signalman to cause the energization of said electro-responsive device of said train on a part of said track to the rear of said portion of track only in the case of the energization of said traffic-controlling electroeresponsive' means, substantially as described.

.7. Apparatus for the electrical control 0 the running of trains in opposite directions over a portion of track comprising on a train an electro-responsive device whose movable portion is adapted to occupy a line-clear position when said electro-responsive device is energized and a danger position when said electro-responsive device is not energized, and on the track traffic-controlling electro-responsive means which are respectively connected to rails of parts of said track on opposite sides of said portion of track and each of which is adapted to be normally energized and to be deenergized' when disconnected from its energizing source or when short-circuited therefrom as by conductively connected wheels of' a railway vehicle, switching means adapted to enable a signalman by moving said switching means into one or other of two positions corresponding to the opposite directions of running respectively to cause the energization of said electro-responsive device of said train only in the case of the energization of said trafiic-controlling electro-responsive means pertinent to the direction of running corresponding to the position for the time being of said switching means.

8. Apparatus for the electrical control of the running of trains in opposite directions over a portion of track comprising a receiving portion carried by a train, an electro-responsive device carried by said train and having its movable portion adapted to occupy a line-clear or a danger position according to the condition as to energization of said electro-responsive device, a directtion-corresponding part carried by said train and adapted to occupy in the case of a given facing of the locomotive of said train different positions in accordance with opposite directions of running of said train, switching means on the track adapted to be given diiferent positions according to the directions in which a train is to be allowed to run, means on the track adapted to cause electric potential to occur differently in said receiving portion in correspondence with said different positions of said switching means respectively, means on said train adapted to co-operate with said directioncorresponding part to enable the occurrence of electric potential in said receiving portion as aforesaid to cause a condition as to energization of said electro-responsive decorresponding part, and, on the track, trafiiccontrolling electro-responsive means which are respectively connected to rails of parts of said track on opposite sides of said portion of track and eachof which is adapted to be normally energized and to be de-energized when disconnected from its energizing source or when short-circuited therefrom as by conductively connected wheels of a railway vehicle and when so de-energized to prevent electric potential from occurring in said receiving portion in accordance with the setting of saidswitching means.

Dated the twenty second day of July, one thousand nine hundred and fourteen.

ARTHUR REGINALD ANGUS.

. lVitnesses:

Gno. C. OonsELLIs, l

PERoIvAL D. BUTCHER. 

